Automatic signaling and alarming system for railways and the like.



0. M. DE MUNNICK.

AUTOMATH, slNALxNG ANU ALARNHNG SYSTEM FOR RAILWAYS AND THE LIKE.

APPLICATION FlLED AUG.6, 1914.

Patented May 2,1916.

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ik l 35 i The two iimer circuit; are arranged indef .UNITE STATES y PATEN FFICE.

OWEN MAURITS DE MUNNICK, OF TI-IE HAGE, NETHERLANDS.

AUTOMATIC SIGNAJING AND ALARMI-NG SYSTEM FOR RAILWAYS AND THE '/'oull lr/wm it may conce/rn Be it known that I, OWEN MAUiirrs nn Miyxiviiii, engineer, a subject of the Queen `oi'ithe Netherlands, and residing atAlalQ 2d@ Sweelinckstraat, The Hague, in the Kingdom of the Netherlands. have invented certain new and useful'Improvements in Auto.- inatic Signaling and Alarming Systems for Railways and the like,` oi' which the following is a full, clear, and exact description.

This in vention relates to an automatic signaling and alarm system for use on railways and the like for tlieoperation' of signals or alarms on the locomotives or other vehicles,

in which in addition to the usu'alpair ot .track rails,- there is provided a pair of con` tact rails, and wliicliis characterized by two `pairs of independent electric circuits having asource ot supply on thelocomotiveor other `vehicle of the train, the said pairs of circuits being, under normal conditions of working,

inthe stateof equilibriun'i, which is disturbed in the case of any derangement of the said conditions, in such a manner that Vthe *consequent difference of potential, produced in the corresponding;circuits is utilized either for the operation, by the l stronger of the two differential circuits, of a ywarning signal arranged on thelocomotive or `other vehicle of the train, or for the direct stopping ofthetrain.

The electric currents reiniired are gen-v erated by dynainos mounted l on .the locomotive or other vehicle. `Four circuilts are used in the system, two inner and two outer ones.

.,-peiidently of each other on the locomotive or other vehicle. An electric current circu- 'la-tes continuously through them assoon as the `locomotive or vehicle is n'ioving. If' the` locomi'itive or vehicle stops, the current in the `said'two inner circuits is broken, as the dynamos no longer generate current.

Any derangementiof the normal working i 45 l inner circuits `by means of signals, or by the i directstoppingof `the locomotive, as

plication of thefbrakes, asfsoon` as the state lof equilibrium between thew'two circuits isl brokenby a fault, vby increase of resistance l or in some other manner. -Thef said two in-` ner circuits areconnected to two louter cir-` cuits, by means of a Contact lrail correspond-f vingtoeach inner circuitfand formingpait of conditions is at once indicated by the two by apf the corresponding outer circuit, and the said outer circuits become operative and closed Specification orf-Letters Patent.

raieniediiay 2, icio.

Application filed August 6', 1914. Serial N o. 855,521.

only when a train passes over the contact rails corresponding to the said` innerfcircuits; In this case, each of the inner circuits sends out into the corresponding outer circuit an electric curi-ent whereby a new pair of live circuits is formed. The currents sent and through a vpair of rails arranged in' proximity to the points to be protected, operate devices for stopping" the train or operate in some manner an alarm signal on the engine. y

A charactericticfeature of this invention is therefore, that ,the stoppingof the train 4or the operation of the warning signal (alarm bell, whistle, signal lamp or thelike)l does not depend on a closing of a circuit, but on a disturbance of the state of equilibrium between two electric currents balancing each other and supplied. by two independent sources `of supply mounted on the train. This results in a break down or'variatioii in the working conditions which becomes at vonce `noticeable at the two dynamos or at any fparticular point of the two inner :or

i outer circuits, and also avoids the danger of the system failing at a moment when it should be operative. c

This invention is therefore based on the principle of current. equilibrium. yTherapoperated, 01" tht train is directly paiatus can be mounted onf any vehicle,4

whether it be propelled by steam or,electrici' y.

' Ajnother characteristic feature of. the in-vv vention isthatthe electric energy is ,not supplied either by batteries carried on the=v train or `from a central power station, but is supplied bytwo dynamos, independent of each other `and mounted on the train. 3

t i The accompanyingidrawings showby way of example a signaling system according to this invention.

, netic induction caused by "will produce a' greater f 'the lever will remain at "ev'eij the currents diii'er,

''a'ndti'ctionl inthe coils will diifer as a conse- 'queice 4.5'

Figure l shows diagraininatically how the inner circuit olf each dynamo may be led through a combined con, consisting of two separate coils 'm1 and n1, wound 1n opposite directii'in'otl each other. The current of dynamo D1 is flowing in an opposite direction' to the current ot' dynamo D? which passes through the second Acoil.A The electroinagr thecurrent of dynam'o D1 is completely compensated by the electromagnetic,V induction of the current of dynamo D2. The consequence is' that no magnetic force is present in the coil. At the moment, however, that `one of the currents is decreased or increased,`the compensation will not bc complete as the stronger current inductionf This magnetic induction will draw a core into the toil, if it is placed in front of thesaid coil and the action may lie-utilized to operate a, warning-signal on the train, or apply 'the' brakes automatically. l

Fig. 2 is a ,general diagram of' the complete systcui, showing'the way of connecting theA dynamo terminals with their respective.

circuits, vthe connections ot' the inner and outcr circuits with the Contact rail Var :angement` on the track, their connections to the switch-over -deviceand respective resistances `and"connccti ons to the track rail.

In Fic. 3 the inner circuits ot' the two dynainos are again led each to a coil, respectively m and n. The cores partly in serted into their respective coils are connected together by an ordinary lever. device. The electromagnetic induction caused. bythe currents of each dynamo in the respective coil will pull the corresponding core into the coil, at each with the sainestrength. As a consequence,

rest. When howthe electromagnetic The stronger current will cause the lever 'to move and `this Amovement may be utilized to bring about the desired warning on the train, or vthe application of the brakes.

Onefol the' two methods as described advantage of the disturbance of the equilibrium ofthe. two currents to operate warncle, or to bring 4the train to a standstill by applying the bra-kes' automatically. Two dynamos D1A and Dindependent oi" each `"other and mounted under the tender or 'at .some other point, are driven each independiently by one of the axles. One terminal of each of the two dynainos is connected at H to the lframe of thetender, while the other terminal Iis connected to the device to be operated, lsuch asV signaling zuiparatusv or the like. 0n the locomotive ftwo circuits which formythc inner circuits,

side of the lever` for other purposes.

abovel may be adopted in the systenito take `,iiig-signals on the locomotive or other vehi- -short-circuiting has. taken place,

while two other circuits, foriningcthe outer circuits, are formed in coininonf partly by the track rail at the beginning of thesection to be protected. is as `follows: 'dynamo D, from the terminal l, fuse al, conductor 10, over the contact shoe G1. conductor 1-1, through theresistance r1 to the coils orwindings of the devices A", B1 and C1, and through the con ductor 1:2l back to the dynamo D. The

second inner circuit comprises the dynamo D2, from the terminal U2, fuse a?, conductor over the contactV shoe G2, Aconductor 1l, through the resistance r* to the coils or 'windings of the devices A2, B2 and C2 and theV dythrough theconductor 12?, back to name D2. Each 'of .these devices A l, Ayll, B2, C102 can be used for performing any desired work. vices A, A can be used for operating a warning;` disk, the devices B,.B2, for op erating'the alarm signal, and the devices C1, C2 for operating. pressed air brake, for shutting otl:l steam or The two inner circuits are identicaland under normal conditions have the saine resistance.

IWhen the locomotive or train starts, 4the two dynainos begin to operateA to'supply electric current in the two inner circuits.

The devices remain inactive, as the two curvr rents balance each other. `As soon as there vis some disturbance in one of the .two oircuits, for instance', it a wire breaks, the equilibrium will be destroyed, and the curvrent will no longer pass through one of the two circuits, while the other dynamo conL tinues to send through its circuit. This latter current will now operate to render the corresponding de- The first inner circuit itsY current undisturbed rl`hus, i`or instance, the del an electric'alarm or a cour vices active. The same happens if in one of the circuits o1 thegenerators it'inay be in the inner' or outer, there occurs a short-cir? the fuse alor a2` The bai.l

two outer circuits are also in"eouilibrium ,A

when the signal stands at line clear"l In such a case, both have y,These outer circuits are constituted by couthere are therefore tact rails l, E2 by the rail S1 and by conductors required for the contact rails, the switch-over device for the same resistance.

of thc track connecting f f f 35 on the outer the sigmil'` and itsconnection to the ,track rail IS1. The outer `circuitof the dynamo `D1, the resistance of which in case of the line being clear is different from that when the `signal indicates danger, consists:-In the case of a signal line clear, of the contact `rail` E1, theconductor vO, the switch-over device M, the conductor Py, the resistance "f1.0, the track rail S1, the wheel F and the f conductor 12. In the case of a signal line lblocked, of the contact rail E1, the conduc- Ator 0. the switch-overdevice M, the `resistance W2, the conductor Px, the trackrail S1, the wheel F and the conductor 12.

. j The resistance of the outer` circuit of the i 12; vIt `remains always the same whether `thehline` isV clear. orfblocked. The `contact rails E1, andy E? are subdivied into sections 1,'2,'3 and 4, 5, 6. Each section is sepal rated from the ladjacent one byinsulation 301 pand" connected to it by a resistance Ra, Rb, A

for Rc, Rd. In this way the resistance in the outer circuits regulated during the running of the locomotive or train over the 'icontact rails, andthe `load on the dynamos circuits can be regulated yat will. f 1 `The resistance fw -in the outer circuit of the dynamo D1 1s intended to prevent a complete` `short-circuitingupon the yshoe C`r1` `4o reaching the section 3ofvthe contact rail E1, `sothat practically no other resistance Aremains ,in the circuit. The'switch-over device M is `connected to the signalandadapt- 'ed tohe; switched vover vley means of the `chain Lfin case' of a change of the' signal y line clear `to Ime blocked. The contact `ralls are 5 arranged.

f Yindication `from f kbetween.thetrack rails 'and rest von ordinary insulator-s. 'These -contact'rails, as herein`y before stated,fhave currentpassing'through f e them only `at the moment when the locomo- "tive, or train `passes'over` 'thema as there is nohsource of electricity 'in'the outer circuits,

andthe yelectriccurrent is supplied bytheV locomotive or trainitself; n e

fWhen the signal is set at llne clear and a locomotive vor `train approaches, as soon as, the locomotive or train has reached the v contact rails, the contact shoes :G1:r and G2, M switchzin the two outer circuts, electric currents are then sent through the. two router circuits.y `Owing tothe connection in the 1 inner ycircuits ofthe respective resistances r1 and r2, the resistance of the said circuits `S55 can be regulated, for' the purpose of obtaining the most advantageously proportionall division of the electric current 1n the outer- 'and `inner circuits, the resistance in the inner circuits. however always vbeing greater than that in the outer circuits. Accord,` ingly the dynamo D1 then sends an electric current through theconductor 10, the con-1 tactY shoe G1, the contact rail E1, the co'n" ductor O, the switch-over device M, through the conductor Py and the resistance w to the track rail S1, and further through the` wheel F and the'conductor 12, back tothe dynamo.

rent through the corresponding outer cir# cuit, that is, through the'conductor 13,the contact shoe G2, to the contact rail E2, through. '1 to track rail S1 and thence,

through the wheel F and the conductor 1Q, I l

back to the dynamo D2;

As the two dynamos are simultaneously switched into their respective outer circuits; both of which have the same resistance, the

increase in load on the two dynanlos Ialso takes place always simultaneously.` The state of equilibrium remainsundisturbed', 1

however, even in the inner circuits, and each time a -locomotlve or tram passes, electra: currents are sent through the outer circuits so that the condition of the latter circuits is checked every time. If, however, the sig-r nal is Set at line blocked", the outer cir? cuit of the dynamo D1 has a .di'erent re# sistance,that is, it has a much higher resistance, as the switch-over device M is then in the vposition X, and the resistance 'wz is Y switched in. It will be readily understood that in the lattercase, the dynamo D1 ha'v` ing in its Youter circuit a much'` higher 'rei l sistance w2 will, asa conscqucnce'senda much smaller current through its outer cir? cuit than'the dynamo D2 which 'has in its `jouter circuit its normal resistance W1. Con,- seinlently dynamo D2 will be more braked than dynamo` D1, upon 'the switching in the outer circuits, owing to the greater cur# rent `that it has to supply ,to its outer cil",v cuit, and inthe case of a belt-driven dyowing tofthe labored rotation of the armature, andthis agaln will result 1n thearmaturel no longer making the usual number of revolutions, -so that the voltage will, he

, naino, this "will tend to cause the `belt to slip greatly reduced. In any case, the equilibf rium in thel circuits will he destroyed, because the inner c1rcu1t of the dynamoD2 will no longer have the normal voltageand accordingly the electric current ofthe dynamo`D1 which `develops in its inner currentthe greater power, will operate thevanous` devices, A dlsturbance or derangement in one' of the two outer circuits, for" instance, a breaking of `oneof thel conductor or resistance Wires, will have the saine efg-lx u feet, as. in that case the equilibrium .will also be deStlOyed.

L vice connected tothe signal, can be arr -It is not vnecessary to explain that with this lsystem one is not bound to use continuousl current as, owing tothe use of generators, it will be also possible'to use. small,y

5 alternating `current generators of the most 4.varying constructions with transformers. 4Vhen'transformers are used, as they have no movable parts or contacts, they will ,not a'tlect thereliability and method 'of working ),yof the system. l' r.

' Along the. railway line therefare nomovable partsliable to be rendered inoperative by frost or other influences, and the only `movable part, namely the switch-over deanged in such manner. as to protect it fromA in j urious or disturbing atmospheric influences.

By applying the principle' of closed lcircuitto the inner and outer circuits and the both cases,`namely w-hen the signal is set at line clear and at d ange1", the greatest reliability of working i's insured.as any defeet is at once -indicated by the .operation of lthe safety apparatus; andI warning si-gf;

.na'ls arranged on the engine or other ve'- hiclej This system has the further advantagetlmt it is not necessary to checkthe outer circuits onthe railway separately, as every passing train does the checking.

I-laving now particularly described. and i r ascertained the nature of 'my said invention` and in what manner the same is to be perfor1ned,-I declare 'that what l claim is:

1. 'An automatic. signaling and controlling system for railways and the like comprising two sources' oi! electricity arranged -on the lmomotive or other portion of a train. two-- independent"inner circuits adapted tir-balance each other, one connected to e ach ot' said sources of electricity, two independent louter circuits adapted `to include contact rails or thelike at signal receiving points along the railway` said outercircuits being normally balanced and ea'ch connected respectively to an inner circuit and itssource of electricity and means operable upon a ,"disturbance of the balance in said circuits' for signaling or controlling the train.

' 2. An automatic signaling and controlling system for railways and theA like' comprisingv two Sources of electricity,` con-j A'sisting of two suitably 'driven 'similar dynalnosmounted upon the locomotive or other portion of a `traintwo independent innercircuits adapted Ato halancc'each other.

one connected to each-of saiddynanios, two

independent outer circuitsadaptcd -to include contact rails orthe like at signal re ceiving points along the railway` said outer ci'rci'iits being .normally ybalanced and each connected respectively to an inner circuit. and-its corresponding dynamo4 and means operable upon a disturbance ofthe balance in said lcircuits for signaling or controlling -two sources of electricity, con

.circuits adapted to inc suitably driven similar d contactlrai'ls 'and .thc trac suitably driven. similar 3Q An automatic signalingv and controlling system for railways'. and thelike comprising sisting "of two f suitably driven similar dynamos mounted uponthe locomotive or other portion of a train,.two' independent inner circuits ad'apted to balance each other, one connected t each of said dynamos, two independent outer lude Contact rails or the like at signalreceiving points along the railway, said outer circuits being of lessV resistance than the inner circuits Iand normally balanced, each outer circuit being connected respectively to an inner circuit? and means operableby the inner circuits uponI a disturbance of -the balancel of either of' said circuits for gnaling or ,controlling the train. i 'i Jrs An automatic signaling and controlling system for 'ailways 'and the like comprising tw'o sources-ot" electricity, consisting of two v.vnamos mounted' upon the locomotive or other portion of aI f train.` two independent inner circuits. adapted tobalance each other, one connected to each ot' said'dymunos. two independentouter l circuits normal-ly of equal. resistance, the resistance ot' w ich 4heilig less than that of,l the .inner circuits. said outer circuits heilig located at'` signal receiving pointsalong the 95 railway and adapted' to he connected respectivel)Y to the inner circuitsbv contact- .rails consisting of a plurality of sections insulated from veach other' and interconv nected by suitable resisl tinuous circuit and means carried upon the 'train for signaling or stopping the same upon a`changein theresistanee ot one-of;` said outer circuits.

yAn automatic signaling and controlling 1Q?? system tor railways and the like comprising two sources of" electricity consisting of two suitably driven similar,dynainos mounted" upon the' locomotive or` other portion of a `train. 'two independent inner circuits adapt- 1,1'0 `ed to balance each other, one connected vto cach ot' said dynamos. two independent outer circuits normally of equal resistance. the resistance ot' which beingless than that of r the inner circuits. said outer-circuits being 1161i' located at signal` receiving points along the railway and adapted to be connectedrespectivelv to the' inner circuits-.by .contact rails consisting of a pluralitvof sections insulated from each other and intercon- 120 nected hy suitable resistance forming acontinuous circuit, connections between said k rails whereby. ed hack to the the outer circuits-are complet respective vdynam'os, j f

6. An automatic signaling and vcontrollingr system for rail "aysand the like comprising f electricity, consistingA o f two '-dynanios mountedother portion of a"180 two sources `o upon the locomotive ord tance forming a con 100 train, two independent inner circuits adaptedto balance each other, one connected to eachof said dynnmos, two independent outer circuits normally of equal resistance, the resistance of which being less than that of the lnnercirmuts, said outercn'cuits belng p located at signa-l receiving points along the railway and adapted to be connected respectively to the inner circuits by Contact rails' 10` consisting of a plurality of sections insulated "from each other and interconnected by suitable resistance forming a continuous l circuit, means controlled by a block signal or the like for changing the resistance of one In testimony whereof I aiiix my signa- 20 ture in presence of two witnesses,`

OWEN MAURITS DE MUNNICK.

Witnesses:

C. A. Woon,

C. NELSON. 

